BE375743A - - Google Patents

Description

       

   <Desc / Clms Page number 1>
 



  "Automatic controller".



   The invention relates to an automatic control system for electric vehicles, in particular for tram cars, but which is also suitable for trolley amnibuses, trolleys, etc.,. This new command preferably applies to systems in which several train controllers and several brake controllers must be controlled from a determined point, which is the case, for example, in the case of trains of different lengths, comprising a number more or less large ,.

   self-propelled cars. The steering of trains of this kind could heretofore only be effected by ordering a vehicle.

 <Desc / Clms Page number 2>

   tection, or for example by an individual control actuated by compressed air, which required the use of numerous distribution pipes running all along the train.



   In recent years, the individual compressed air control system, thanks to its many advantages, has placed the protection control itself more and more in the background. However, this control actuated by compressed air and in many cases by the electricity still has great drawbacks.



   The actuator of the individual controls cannot be rigidly connected (coupling could be disengaged and spring return) or else in the case of a rigid connection it must be established for forward and reverse. Moreover, it follows from the very nature of this system that the maximum coupling speed and the maximum speed of rotation are equal and that, moreover, the stopping of the coupling mechanism is produced by the interruption of the ar - driving force riveted to the control unit
The installation which is the subject of the present invention and the control members of which are rigidly connected to the shaft of the coupling mechanism, overcomes these drawbacks. The latter is stopped by its clutch,

   without thereby interrupting the supply of driving force to the control unit, while on the other hand the maximum rotational speed reaches a multiple of the maximum coupling speed so that, practically the instant the machine is disengaged, it is ready to be re-engaged.



   The invention solves in particular the problem of switching on and off any number of self-propelled cars concurrently from the control post.

 <Desc / Clms Page number 3>

 motor, by means of one or two continuous metal wires, the switching on of the drive controller of each car occurring automatically according to its capacity of reception for the current. the number of contacts of the individual controllers, as well as the number and capacity of the motors in the various cars, - the only condition that all cars are fitted with the same automatic control, completely dissimilar cars can therefore work together;

   each self-propelled car being able to take from the overhead driver the motive force which is necessary for him by its own socket.



   If an electric braking system is to be operated at the same time in all self-propelled cars, a pressurized oil line, similar to those used on freight trains, must be provided. The driver's station can be placed at any point of the train, for example even on the front platform of a trailer car, so that it will no longer be necessary, at the terminus of a line, to interchange the motor car and the trailer
While, owing to the ever increasing capacities of the motors and given at the same time the maximum height fixed for the controller, the various contacts and blowing devices, it is difficult to give current devices sufficient dimensions to obtain a perfect maneuver,

   the automatic controller established according to the invention is composed of several (a certain number) of distinct elements which can be placed at certain intervals from one another, the total bulk not being

 <Desc / Clms Page number 4>

 not in spite of this superior to that of a controller of the current type These parts or elements can be arranged for example on the roof of the car, under the floor of it, under the seats, where they are currently placed or in all other places where it may be stowed In any case, it is not necessary for the automatic control of this system to be placed within reach of the driver.



   Considering that the operational safety and durability of the controllers are greater, that on the other hand the quantity of building materials is lower when avoiding the formation of rupture sparks in the controller; this controller does not is never used for disengaging but is only used for clutching All disengagement operations, while driving, are carried out by a cylinder which, in addition to being fitted with a main protective relay, is also provided with all contacts which until now belonged to the gear change cylinder with Maltese cross control, as well as contacts for the bypass phases,
This ordering system operates without an intermediary agent, such as:

   compressed air or accumulator batteries and without resorting to the direct use of overhead line voltage and manual control.



  It follows that the present control system can be combined with only very slight modifications and in a very simple manner with any existing controller.



   In any case, this important advantage is achieved, since the brake controller can be engaged without loss of time, from any clutch position of the speed controller without having to wait until

 <Desc / Clms Page number 5>

 oe last has been reset to zero; it is likewise possible to engage the speed controller instantaneously practically from any position of the brake controller
The accompanying drawings schematically represent embodiments of the invention and its improvements. Other construction details will emerge from the description and the accompanying drawings.
On these drawings:
Figure 1 is the assembly diagram of the main part of the invention.



   Figs. 2, to 15 show the multiple hydraulic control.



   Fig. 16 indicates the assembly and construction of the brake controller, E, according to the first embodiment.



   Fig. 17 indicates the assembly of the auxiliary pipes in the second embodiment
Fig. 18 shows a clutch lever as shown in fig 17.



   Fig. 19 is a simplified diagram of the 2nd embodiment.



   The diagram of the assembly of fig 1 represents, by way of example, the main invention. It shows the application of this one to the self-propelled car, with four engines, of a tram equipped with a electric brake short circuit. Here the brake controller is locked in a special way against the travel controller.



   In FIG. 1, A designates a control mechanism, a clockwork mechanism, for example, reassembled in the known manner by an electric motor, B designates the running controller actuated directly by the clockwork movement;

 <Desc / Clms Page number 6>

 C designates the relay system mounted on the same axis as the travel controller cylinder D designates the main controller consisting of a main relay and contacts, which performs the functions of the old reversing cylinder.



  E designates the brake controller, F and F 'designate the gear changes, of special shape, placed at the front and rear positions of the driver: a to u are the usual designations for the armatures and the fields of the motors and the various fingers of contact of switches, gear changes, etc., G designates the hydraulic multiple control used to control the brake controller
These main groups individually comprise the following devices t
Clockwork mechanism A
The miter 50 operates via a worm transmission 51 with automatic clutch,

   the leaf spring 52 has the control shaft of the. helical wheel is directly coupled a small toothed wheel 53 which for example in a ratio of 1/5 actuates a large toothed wheel 54 This arrangement designated by reference numbers 53 'and 54' is repeated on the shaft on which is fixed the other end of the spring, In fact, the drawing allows to see clearly that the two wheels 64 and 54 'activate an ordinary reciprocating coupling which, when the spring is fully charged, disconnects the winding motor. and only pair it again. when the spring has made five turns.

   In order to prevent, for example when the reassembly device refuses service, that the spring does not relax in an abnormal manner, the two wheels 54 and 54 'are provided with stops 55 and 55' which are prevent it from continuing to relax, by more than 10 full turns in the example shown.

 <Desc / Clms Page number 7>

 



   There is further provided a ratchet wheel 56 and a pawl
57 which allow the locking of the clockwork mechanism when, for some reason, the coupling 58 of the controller cylinder must be released.
In principle, the speed controller B does not differ from a controller of known type, except that it is provided only with contacts for the "operation" distributed over 360. In addition, on its cylinder are arranged control gaskets. auxiliary tact or segments 18 which, as stated above, prevent the entire system from being powered up when the motion controller is not at the previously determined point.



   Relay Switch C and accessories
On the axis of the controller is mounted directly, as the ratchet wheel has hitherto been, a wheel 59 controlled by the switching relay, which in the case, shown, carries cylindrical stops 60 arranged radially and which , being all in the same plane each corre- sponding to a notch of the controller These stops 60 can be placed at different intervals o In addition to the stops 60 there is provided a stop 61 placed lower and a second stop 62 arranged even lower. 0 The first indicates the position when the speed controller is fully engaged and the other,

   the position when it is at zero The cylindrical part mentioned above has a projection 63 whose position corresponds to the fully engaged series position and can, under certain conditions remain suspended from the arch 64, in order to stop the controller in the serial posi- tion. The clutch pawl 64 can be actuated by switching on a coil 65 When the current does not pass through the coil, the stop 63 passes without obstacle.

 <Desc / Clms Page number 8>

 key on hook 64 and the travel controller can advance to its extreme position.

   On a rotation axis 66 is mounted, so as to be able to oscillate upwards, a lever 8 67 which carries at 68 a rotary cam disc provided at its end with an arm 69 forming an armature, which is held in time. normal in the position indicated, by a spring 70.



    But, when the in turns this lever in the direction indicated by the arrow, its armature meets the coil 71 supplied by the main current and adheres to it as long as the current passing through it exceeds the maximum value for which the spring 70 has been adjusted. When the current drops below this value the force of the spring 70 becomes preponderant and the lever 69 is returned to the position shown.



   In the position Indicated on the deasin, the speed controller cannot turn because the stop 62 presses against the cam disc 68 * But as soon as the arm 67 has gone up by turning around the joint 66, the cam disc 68 is driven in its movement so that the cylindrical stopper 62 can slide under the cam disc.

   The first of the cylindrical stops 60 comes into contact with the upper cam of the disc and thereby pushes the arm 69 against the spool 71. The solid part of the cam disc then rises and opposes further advancement of the second cylindrical stopper 60 and, therefore, of the travel controller. Things remain in this state as long as the arm 69 remains stuck. reel 71 As soon as arm 69 returns to the position indicated, the cylindrical stop can continue to advance, i.e. the travel controller advances to the next notch The same action is repeated

 <Desc / Clms Page number 9>

 then until the stop 61 meets the cam disc.



   As it is lower, it cannot pass the cam disc as long as the lever 67 is held up. The drive controller remains in this "fully engaged" position as long as the lever arm 67 is raised up around axis 66. But as soon as it falls back into the position indicated, the cylindrical stop 61 can also pass in front of the cam, that is to say that the travel controller continues to rotate in the direction of the clutch position, of the position. "fully engaged" at the zero position. The controller will always turn in the same direction here.



     Main controller D
The main controller comprises a cylinder which, in operation, can take only two positions, but in exceptional cases can take a third. On this cylinder - in addition to a main relay intended to connect the entire installation to the overhead line or to release it from it - are also mounted all the contacts which, in ordinary controllers. are on the so-called inverter cylinder, and which consequently are switched on at will between 0 and the first running position, or between zero and the first braking position.



  Things are arranged in such a way that for the purpose of control only, the indicated zero position can be obtained by a manual operation only. On the other hand, during operation this main controller is placed either on the operating position Fa or in the braking position, Br.

   It also has suitable contacts which allow the supply of current to the resistor to be interrupted.

 <Desc / Clms Page number 10>

   shunt tances u a, u 's' In general in the voltage-free state the controller is held in position Br by the spring 72
Brake controller E
In the example shown, E designates a brake controller controlled by a pressurized oil system G which, under normal circumstances, is maintained at the zero position by a return spring 73. It can be seen in the drawing that when the speed controller is engaged, the coils 74 and 75 are also energized, from which it follows that, on the one hand, the coupling element 76 and,

     on the other hand, the clutch pawl 77 are withdrawn. Therefore when as a result of the actuation of the pedal 78 or 78 'the spring piston 79 is pushed forward, the part 80 which is directly connected to it can rotate without difficulty, i.e. the control controller. actual braking remains at zero with its saw-shaped clutch wheel 81. It is only when the coils 74 and 75 are switched off that the fall of the coupling rod 76 and of the clutch pawl 77 allows the piston 79 to drive the control controller in its forward stroke. brake and the ratchet wheel 81, The silk shape of the ratchet wheel opposes the backward movement of the controller and hence

   to any spark production. The oil piston can therefore be recalled without difficulty; the same if, for example, the controller has not remained stationary in the extreme position or, by properly advancing the oil piston, will bring it to its extreme position. It is only when the re-energization of the coils 74 and 75 causes the coupling rod 76 and the ratchet 77 to disengage that the controller can be recalled, so

 <Desc / Clms Page number 11>

 instantaneously say to zero by the action of the return spring 73; the position occupied at this time by the connecting cam 80 controlled by the pressurized oil is irrelevant.



   The segments and notches used in this device are exactly the same as those of a controller of the simplest type. Only a blocking contact is provided.
82 which gives the security that the speed controller can engage beyond the first degree only if the brake controller has returned to zero in the meantime.



   This brake controller can also be established for actuation by servo motor, according to the first rule described below. The gear change device: gear F and F 'F, F' designate gear change devices placed at the front and rear positions of the mechanic and of which the part shown at the bottom of the figure corresponds to the usual devices of this type, except that not one, but two zero positions are provided, one of which is denoted by the letter S. Each gear change device also carries some auxiliary contacts, which are indicated in the drawing above normal contacts They are used, as will be seen later, to direct the motor current, in a suitable way in the cars which follow or to receive it from those which precede.

   the presence of the notch of [read in circuit s, gives the passibility of properly supplying the motor current of a previous car, - itself off-circuit (notch S), ie including the motors, as a result of damage, for example, run empty - in the following self-propelled cars, a provision has also been made so that, in the case of reverse gear of the driving car, it puts

 <Desc / Clms Page number 12>

 its motors only in reverse, while in this case the rest of the train is not switched on,

     0 The same provision is made for the case where the driving car has suffered deterioration and only works with one engine.
The gear change device of each front platform must be adjusted before the start of the journey. If the train reverses for a short distance, it will suffice to put the front gear change device of the leading drive car in the "reverse" position.

   In this case, the engines of this car operate alone, since the gear change device intercepts the arrival of the control current to the following cars in the "reverse" position, If the direction of travel of the entire train must be changed, all individual carriages must be reversed, as is presently customary. If this reversal has been inadvertently omitted for one of the cars in the train, that ci will not work with others.



   G - Hydraulic multiple control
Simultaneous and uniform control of several wool inspectors of a train can only be achieved by means of a multiple control.
The best-known example of such a control is electrical multiple control with the help of relays.



  The controls of this kind are generally used on vehicles equipped with an electric control, in particular on the lines of trams, the underground lines and the overhead lines While the relays which serve the

 <Desc / Clms Page number 13>

 Torch controllers can be supplied without difficulty by the service voltage, this is not possible in the case of Electric braking, because in this case the brakes would depend on the service voltage and in case the line wire voltage would fail, therefore could not brake. In existing installations, the impossibilities of electric braking had to be admitted and dispensed with, and in most cases a compressed air brake was provided.

   There are also cases where the brake coupling is also effected by electrically actuated relays, but in this case it is essential that there is an independent current source in the various driving cars of the train. 'suitable accumulators for example.



   For tram cars, for the reasons indicated, it has generally been necessary to give up until now, the installation of multiple controls and, consequently, the possibility of forming a train with any number of cars, because of On the one hand, we could not be resolved to return to independent compressed air brakes and, on the other hand, due to lack of space or to reduce the load, we could not transport accumulator batteries.



   The present system, unlike in the case of existing multiple controls, the electricity being replaced by a liquid motive agent therefore does not depend on the presence of the electric energy however possesses the properties. main following inherent to multiple control:

   a) Any number of units of the same arrangement can be easily connected together and ordered separately.

 <Desc / Clms Page number 14>

 b) There can be any number of control stations c) The control can always be carried out from one station - at a time, while in this case all the other control stations are engaged d) Whatever control station, the same operations occur with the same rapidity and in the same manner in all the units coupled in any direction
Each of the -units provided with the above hydraulic multiple control comprises an apparatus H, as well as a coupling element I at each end, to which other units in any number,

   can be connected by identical coupling elements
The accompanying drawings show, by way of example, one embodiment of this device:
Figs 2 to 5 show the apparatus H respectively in longitudinal section, in plan and in elevation,
Figs. 6 to 13 are detail views.



   Figure 14 shows two coupling elements 1 mounted in the heads of a Scharfenberg coupling
Fig. 15 shows a three-car train equipped with a hydraulic multiple control of the present system; the latter being represented schematically
Mechanism H
The mechanism H is shown in longitudinal section in fig. 2; it is shown open from above, in plan in FIG. 3, in cross section along A-B, fig.2, in fig 4; and in rear view on fig 5.



   The device H consists of an envelope 101 in which penetrate two pistons of special shape 102 and 103

 <Desc / Clms Page number 15>

 whose heads are guided by parts 104 and 105
Each piston is provided, at its outer end, with a rubber seal 106 which is compressed by a coil spring 107 This seal and the piston are provided in the middle of a hole 108 through which passes a radial extension 109 which penetrates into a suitably hollowed out stamped cylindrical rubber part 110 This rubber part 110, when the piston is in its rest position, discovers a bore 111 112 formed in the body
THE wall / 105. which establishes communication for oil 113 which fills the entire apparatus,

  between the chamber 114 of the piston and the connecting pipe 115 The same arrangement is repeated for the piston 102 and the guide 104 The casing is provided with a cover with filter 116 for filling the oil, The two pistons 102 and 103 carry on their left side looking from the rear (figo 4), in a plane CD located in the direction of the pistons, two symmetrical noses 117 and 118 of which that 117 is directed upwards and that 118 downwards, fig.

   2 On the right side of the vertical median plane which is assumed to pass through the longitudinal axis, in this embodiment the pistons do not protrude to the middle of the oblique surfaces, 119, 120, fig, 10 respectively limit the cylindrical part of the two pistons
On the pins 4 and 5 looking from the rear and perpendicular to the two pistons are mounted, so that their axis passes exactly through the supposed median point of contact 121 of the two pistons, two shafts which are extended outside the 'envelope 101, namely the driven shaft section 122 and the drive shaft section 123, the section 122 carries inside a balance 124 mounted on

 <Desc / Clms Page number 16>

 two horizontal rods 125 126 fig.

   2 to 9, the length of which is calculated so that they do not quite reach the median plane CD mentioned above, which is supposed to pass perpendicular to the length of the pistons. This balance is so arranged that its rod 126 is located in front of nose 117 of piston 102, and its rod 125, in front of nose 118 of piston 103.

   On the right of the device H the motor shaft 123 is connected a part 127 in the form of a butterfly, which has two projections 128, 129 which, when this part 127 rotates clockwise , come into contact with the surfaces 119 and 120 of the pistons 102, 103 and push them from the middle outwards (see figs 10 to 13),
A.

   only one device H is sufficient per unit, but it is absolutely optional to install in each of them several control stations which must also come into engagement with the control shaft of the motor shaft section. This is done in the present case (fig. 2 to 5) also by means of a hydraulic pipe connected at 130 The compressed fluid enters the chamber 131 and pushes the rubber part 132., as well as the piston 133 to the right, causing the release of the spring 134 which held the rubber part in the compressed state The pressure of the piston is transmitted by a ball joint 134, by means of the piston rod 136 to the journal 137 which rotates, also in the direction clockwise, a sector 138 fixed on the motor shaft 123.

   The sector 138 has a slot in an arc of a circle 139, so that when the shaft section 123 is actuated, the system 132-137 can remain stationary 140 designates a spring which tends to always turn the balance 124 clockwise

 <Desc / Clms Page number 17>

 a watch and nar following always remembering the pistons there? and 103, after each operation, on their reciprocal notch against each other and in the middle position (zero position).



   In the rest position, the two pistons 102 and 103 meet in the device H, see fig 6. The banlancer 124 is in the position shown in the drawing, and the butterfly 127 is in the position of FIG. 10. The pistons of elements 1, fig. 14, come to occupy the average position shown in the drawing
The multiple control is actuated for example by rotating the motor shaft section 123 in the direction of clockwise, to make it leave its rest position, for example by means of an operating lever, d A pedal or the like. The butterfly 127 (Figs. 10 to 13) attached thereto also rotates in the same direction so that the projection 129 abuts against the oblique surface 120 of the piston 103.

   and the protrusion 128 against the oblique surface 119 of the piston 102 and, sliding over these surfaces, pushes the pistons 102 and 103 symmetrically in opposite directions.



   During this movement by which the pistons 102 and 103 move apart symmetrically from one another, the projection 117 of the piston 102 drives the rod 126 and the projection 118 of the piston 103 drives the rod 125, each in its direction. - tion, so that the balance 124 performs a rotational movement in the opposite direction to that of clockwise, a movement which, in the present case (freeze 5), is transmitted to a lever 155, which can command direc - whether or not any other operation
The piston 103 is shown in section in FIG.

   2

 <Desc / Clms Page number 18>

 of the drawings When pushed by the throttle, it has moved to the right, the piece of rubber 110 immediately closes the borehole 111 of the casing 105, which intercepts the communication between the oil of the line rac - corded at 115 and the oil 113 contained in the apparatus H The oil which is in the piston chamber 114 is consequently discharged by the rubber part 106 through the opening 115, to the right, in the driving . The oil is directed through the line into the coupling element 1, for example into the left-hand coupling element in fig.



  14 Here, the oil fills the piston chamber 141 and pushes back, - the spring 142 expanding at the same time - the rubber part 143 and the coupling piston 144 which naturally moves to the right. The front end 145 of this piston 144, in the case where. another symmetrical unit is connected, abuts against the symmetrical part 146 of the piston 147 of the connected coupling, in which the same constructive arrangement is identically reproduced and 'where consequently the same operations are carried out in reverse.



  During its stroke to the right, a certain resistance is opposed to the flange 148 of the piston 144 by a spring 149 which serves to return the piston, after its active stroke, to the middle position of rest. The piston 144, with its elements 145 and 148, as well as the spring 149, are housed in a hollow piston enclosing a sleeve 150, which is closed at its right end by the segment 151,
The hollow piston 150 can move to the left in the cylindrical part 152 of the coupling element 1 by overcoming the action of a spring 153. It is shown in the drawing in its position of. rest (extreme right position)

   which is determined by the annular part

 <Desc / Clms Page number 19>

   154. The arrangement of this bush piston system causes automatic return of piston 144 to the middle position, since the two coil springs are not directly in antagonism but on the contrary, coil spring 149 forces the piston, with its flange 148 coming into its far left portion inside the sleeve 150, while the spring 153. forces the sleeve 150 including the piston 144, etc., to come into position far right, inside empty space 152
Similarly, the piston 102, which is pushed to the left by the movement of the butterfly valve 127 (clockwise), will discharge a corresponding quantity of oil and supply another half of the coupling. I,

   in which the pisto therein is pushed outwards in the manner described above. any movement of the motor shaft section made in the direction of clockwise causes a uniform displacement towards the outside of the piston which in normal times is retained in the middle position and, at the same time, a movement of the piston. balance 124 in an anti-clockwise direction.



   This same movement, in the opposite direction to that of the needles of a clock, also occurs in all the other units which can be coupled, in any direction with the considered unit.



   Assuming that the actuation must be done for example by acting on the pedal p1 in the unit of the train composed of three cars which is shown in fig 15, Consequently, the driven shaft section 122 turns in the opposite direction to that of clockwise At the same time, the pin 156 of the coupling element I1 is

 <Desc / Clms Page number 20>

 moves to the right, the piston 157 of the coupling element I'1 moving to the left By its movement to the left, the piston 157 of the coupling element I'1 moves the piston 158 of the coupling element I2 also to the left, ie inward. As a result, and through the interposed volume of oil,

   the piston 103 of the device H placed in the car b is pushed back 4 This piston 103 therefore moves to the left and at the same time pushes back at the same time, therefore, also the piston 102 to the left The latter also drives to the left by its projection 117, the rod 126 of the balance 124 towards the left, so that the latter performs around its center 121 the same rotation to the left as in the previous case where the pistons have left their median position by moving in counterclockwise In the present case, this rotation of the balance 124 is accomplished in an anti-clockwise direction, without the aid of the projection 118 of the piston 103 and of the rod 125 of the balance.
For its part, the piston 102, for its part, causes the displacement of the piston 159 of the coupling I'2 to the left, by the delivery of the oil already described,

   that is to say outwards, It follows that the piston 160 of the coupling I3 is pushed back inwards. The operation which has just been described for the car b is repeated in the car c. Finally, it remains to mention that the piston 161 of the I3 coupling is also pushed outwards.



   In the event that the train would not be controlled a but rather from the car from the car / c, the motor shaft section 123 would be actuated in the manner indicated above, not by the pedal p3 but by the pedal p'3 by through

 <Desc / Clms Page number 21>

 In this case, the pressurized oil device which is interposed In / the same movements as those previously described occur, with the exception that the piston 161 of the I'3 coupling is pushed to the left, therefore outwards but that all the other coupling pistons of the whole train are pushed to the right. It follows therefore that the pistons 102 and 103 of the devices H of the cars b and -. are pushed out of their middle position not to the left,

   but to the right (fig 9). In this case, the projection 118 of the piston 103 will drive the rod 125 of the balance 124 to the right while the projection 117 of the piston 102 and the rod 126 of the balance 124 do not engage The balance 124 will rotate again in the opposite direction. the clockwise one
We can clearly see in figs 13 and 12 that in the cases which have just been described, that is to say when the pistons 102 and 103 of the devices H move in the same seps. - whether to the right or to the left - it is impossible to actuate these devices by their shaft section 123 or by the butterfly valve 127. Fig. 13 clearly shows that, in the first case.

   the nose 129 of the butterfly 17 rests on the piston 103, that is to say is blocked, while in the other case, the nose 128 rests on the piston 102 and also produces a blockage.



   It is obvious that the actuation of the controls can also take place from the device H of any unit, provided that the whole system is in the middle position of rest before the debate of the action. - ment.



   When, for example, the actuation of the entire control is to be produced from the car b (brake

 <Desc / Clms Page number 22>

   emergency), the throttle 127 of the device H of this car will move the pistons 102 and 103 apart from each other and push back the masses of oil; to the right in the direction of travel assumed towards the car a in the direction of travel; towards the car ± in the opposite direction of travel. Consequently, in device H of car b, the pistons 102 and 103 therefore take the position indicated in fig. 7; in car a, the one shown in fig. 9;

   in the car ± the one shown in fig. 8 The devices of the a and, ± cars are blocked when b is actuated; however the three balances 124 of all the devices have performed exactly the same time and uniformly the same rotation, in the opposite direction to that of the Clockwise
For simplicity, this hydraulic multiple control is simply indicated; in fig. 1 and on figs 16 to 19.



   Operation
The electric current taken as usual from the overhead line 1 by the socket 2 is diverted at point 3 by the conductor 4 on the main coil 71 of the transmission relay and the motors, and, by the conductor 5 on the backup device of the automatic controller.



   The direction of travel of the car has been assumed from left to right When push-button 6 is closed, the current coming from the overhead line goes through the bypass point 8 to a control protective switch relay 9, and from there ,To the earth . This closes the following circuit: overhead pipe, conductor 10, corresponding contact finger

 <Desc / Clms Page number 23>

 giving 11 'of the gear change F "' it is behind the mechanic's station which is not in circuit, contact finger 11 of the forward gear change F which, in the case of forward gear comes in position V (forward for all motors) The other designations V, V ", 0, etc. are the usual designations.

   The meaning of the letter s has been given above In this hypothesis the current goes through the contact block
14 to the contact finger 15 and in the conductor 16 and, with the start switch at 0, passes the contact sector 18, the conductor 19 the release coil 26 of the main switch D and from there to earth. moment, the main switch comes into action and first of all what corresponds to the action of the old reversing cylinders the communications between the armatures and the magnetic windings of the various motors for the taking of the current are established, with in addition the possibility of bypass the field coils The main protective relay (from the main controller)

   the main controller D is then switched on.
Simultaneously with the movement of the main controller, whether by means of a system of rods or any other mechanical transmission, or by the intermediary of electrical devices, for example several coils mounted in parallel with the setting coil. in circuit 20 of the main controller D, or even by mixed arrangements, the facts indicated below will occur. In the present case, the synchronism is carried out electrically.



   When the main controller operates the circuit, coil 21 also receives voltage and

 <Desc / Clms Page number 24>

 actuates the catch C by lifting the lever 67 against the action of the return spring 31., The rate controller switches on under the action of the clockwork mechanism and loads the motors, depending on the position of the spring 70.



   At the same time as the coils 20 and 21, the coils 74 and 75 were also energized and released in the manner indicated the brake controller which is returned to zero by its return spring 73 It must have reached the position -from zero before the speed controller has passed the second notch. This is clearly apparent from the circuit diagram. As mentioned above, the coil 20 receives its voltage through the sectors 18 of the travel controller. It can be seen from the shape of the sectors that the conductor 19 e can be supplied by the conductor 16 only up to only at the second notch When the speed controller leaves the second notch to move to the third,

   the connection is interrupted and the voltage would cease in coil 20 or the main controller would go out if in the meantime the brake controller had not reached zero and, consequently, the following trip was not made possible if the at current: conductor 16, upper sector 18 lower sector 18, conductor 22 ,, locking conductor 82 of the brake controller E, adherent cantact 23 of the main controller, and its retaining coil 20.



   Under normal conditions, the travel controller cylinder can continue to switch on and this either up to the in-line position or up to the parallel position. The mechanic can obtain that the speed controller remains stationary in the first of these posi- tions by placing the switch 24 or 24 '* It thus produces

 <Desc / Clms Page number 25>

 the excitation of the booine 65, and the clutch pawl 64 retains the motion controller on the stop 63, in the series position, When the switch 4 or 24 'is again open,

   the controller continues its switch-on run until it is complete
When the mechanic abandons push-button 6, the main controller D interrupts the circuit between the power plant assembly and the overhead pipe, and likewise, when the field is shunted, between the latter and the resistors. bypass as well as the armatures and windings of the motors in the braking position. It follows from the foregoing that the braking can be started when switching off the circuit, because the position where the speed controller is is irrelevant. It is not necessary in any case to wait until 'he came to the zero position
Transmission of motor current to individual cars in tow
As it was said at the beginning,

   the automatic controller of the present system makes it possible to serve several motor cars from the same mechanic's station, as can easily be seen by examining the assembly diagram. When the push-button switch 6 is lowered, the current flows, in the manner indicated by the branch 8 in the coil of the relay 9, however it splits before at point 25 and passes at 26 in a conductor 27 which goes from the forward gear change device to the reverse gear change device.

   If, as has been assumed, the forward gear change device, F is in position V "all engines forward", contact block 28 establishes the connection.

 <Desc / Clms Page number 26>

 between the contact finger 29 of the driver 27 and the contact finger 30 of the driver M, which consequently, looking in the direction of travel, comes out to the left at the front end of the car. in a similar way, by switching on the lever 24 (blocking the travel controller in the series position) through the bypass 31 and the connection point 32, the driver 33 which goes from the forward gear change to the gear change rear is put in tension, which, in the position indicated several times from the change of gear F to V, puts in tension,

   through the contact loigt 34, the contact block 35 and the contact finger 36, the driver N which seen in the direction of travel, comes out to the right of the post of the mechanism, All motor cars provided with a similar installation, which are harnessed on the left behind the car, and the arrangement of which is shown, therefore receive through the conductor M, the motor current which, in their forward gear change device, flowed through the contact finger 30 and which through the block 28, the contact finger 29, puts the conductor 27 in tension across the points 26 and 24 and consequently also the protective relay 9, which engages at the same time with that of the first car .

   The drawing clearly shows that each car which receives motor current in M at the front can transmit it to the rear in a corresponding way through the driver M. The same applies to conductor N for locking the motion controller in serialization.



   It can also be seen that when the gearshift device is put into position on S the same facts occur, with this difference, however, that the neck

 <Desc / Clms Page number 27>

 rant no longer passes through the engines of the driver's car This is important in the event that the first car has suffered damage and the train should despite this be controlled from this point. We will also see that the drivers of control M and N are no longer supplied with current when the gear shifting device is on
 EMI27.1
 VI yen, 0, R, HY, RI '.



   It goes without saying that the conditions remain exactly the same when the other noste of the
 EMI27.2
 mechanical and, consequently, of the gear change dijpoditif F "However, it emerges from the drawing that, in this case, the conductor, now designated by N, is the one which carries the main motor current and therefore must be designated by M while the conductor E which controls the position in series, will have to be designated by N 'This is obtained by the crossing of. 3 conductors 33 and 27 indicated in the middle of the drawing @@@ insi therefore, whatever 1- step of the car, the driver will always be on the left, in the direction of travel, to control the travel controller,

   and on the right for the blocking in the position of setting in series, and that as well to bring the motor current as to receive it
Likewise, the driving force from the lever
 EMI27.3
 of a mechanic's station cluelconll #, and transmitted to the pressurized oil system G to actuate the brake controller, is transmitted simultaneously, at all
 EMI27.4
 your amtomotriies cars forming a train, with an r! 1 ",,

  It is very simple because all these cars are individually fitted with a continuous pressure oil line and the lines are coupled together with a

 <Desc / Clms Page number 28>

 similar to that used for compressed air lines. Each car is fitted with the appropriate devices connected to this oil line (fig. 14 and 15)
Emergency control
In the event of refusal of service of the devices described above, it is made possible for the self-propelled vehicle in question to return to the station by its own means. The clutch pawl 57 engages the wheel 56 of the clock movement A and the coupling 58 is disengaged.

   The cylinder of the speed controller can then be operated by hand by means of a crank, a steering wheel or the like, but, as can be seen in the drawing, only once the main controller is switched on. circuit, In the event that the electrical control system has suffered some kind of fault, the main controller can be mechanically switched on using the handle 37. At the same time, a pawl 38 is engaged with a sawtooth wheel 39 mounted on the axis of the travel controller so as can be seen from the drawing the controller can then be engaged by hand but however only in the "gear" direction because the saw-like shape of the ratchet wheel opposes backward rotation.

   When you want to disengage, you must in any case disengage the main controller beforehand by operating the lever 37.This has the first effect of releasing the pawl 38 and, the wheel 39 then being released, the cylinder speed controller can be reset to zero This arrangement is used to prevent in all cases that the cylinder of the speed controller itself can interrupt the circuit The main controller D therefore performs the actual switching operations,

 <Desc / Clms Page number 29>

 both for the regular control and for the emergency control.



   Thanks to this arrangement, a self-propelled car with a damaged installation can return to the ateilers by its own means without requisitioning an emergency car.



   The main arrangement can be perfected as follows: ... testing the braking system of this automatic controller it has been recognized that the setting in rotation of the brake cylinder sometimes requires the application of a relatively considerable pressure on the pedal, because it is a question of overcoming not only the various frictional resistances, but also the resistances of the various return springs.

   While it is possible to operate a single controller without spending too much force, the actuation of the brake cylinders of a train consisting of several motor cars, requires an expenditure of force multiplied in a corresponding ratio and that the mechanic has difficulty supplying with the foot This arrangement has the further disadvantage that depending on whether the train is made up of one or more self-propelled cars,

   the driver must press the brake pedal with more or less force to produce the same braking effect on one or more cars
The first improvement consists in an arrangement which eliminates the direct actuation of the brake cylinder by a pressurized liquid and leaves the pressurized oil installation only a participation as a servomotor.



   This first improvement is shown as a diagram

 <Desc / Clms Page number 30>

 assembly in fig.16 where parts A to D and F G are simply indicated and modified part E is shown in detail
In this figure 201 designates a spring which tends to produce the actuation of the cylinder 221 of the controller indicates schematically only 202 designates a part of a clutch pawl which can rotate around a fixed point 203 by overcoming the action. of a counter spring 208, when pressure is exerted by the lever 204 of the pedal or by the oil pistons 205,205 'on the lever 206. - 207 is the rectilinear guide of the clutch pawl. - 209 denoted a helical cam provided with radial notches, 210 denotes an emergency device placed on the cylinder of the controller ...

   211 is a magnet which acts in antagonism with the spring 201, so therefore switches the brake controller cylinder off when it is switched on. - 212 is an emergency cam mounted on the controller cylinder and provided with a hollow placed so that when the controller cylinder is in position 10, the key 213 can fall into the above-mentioned hollow Spring 214 can then pull the pawl 215 down by rotating it around the fixed point 216 .- 217 also denotes a spring-loaded pawl articulated on a rod 218 which, under the action of a spring 220 can apply the brake shoe 219 to the center of the driving wheels .- 222 and 222 'denote rectilateral guides for this rod 223 is an electromagnet which can move the brake shoe 219 away,

    and therefore disengaging the brake. 224 is an end switch mounted on the rod 218, which can interrupt or close the ends 225, 225 'of a pipe going to ground. The spring 220 is connected to a stop 226. - 227 is a relay which together with contact 228. establish communication between 229 and 229 '

 <Desc / Clms Page number 31>

 
The emergency device 210 placed in the area;

  - their braking can by contact with the fingers 230 230 'establish a connection to the earth. - 231 indicates a short auxiliary device placed on the controller and - it, in the zero position establishes the link between the fingers 232 and 232 ',
233 is an emergency device placed on the main controller and which in the "On" position establishes the link between the fingers 234 and 234 '(adherent contact).



   The circuit diagram shows the brake controller in the zero position
As has already been said, when the mechanic stops acting on button 235 or 235 'the main controller engages "braking", device 233 then interrupts the connection between contacts 234 and 234. 'If the mechanic wants to brake electrically, he presses the pedal 204 and, by means of the oil piston 205, 205' and the lever 206, raises the clutch pawl itself 202 in its guide 207 of an amount such that it allows the ratchet cam to advance one notch to the left, by the action of the tension spring 201. Lowering the pedal again allows the disc to advance each time:

   with cams by one notch, until the braking position 10 is reached .- this moment, the key 213., falls into the recess of the cam disc 212. under the action of the spring 214, the pawl fixed 215 releases the movable clutch pawl 217 and the mechanical brake 219 is applied by the action of the spring 220 11 as a result that the train which cannot be completely stopped by the electric braking can, in slow motion, be brought automatically to stop without the mechanic having to move the lever which controls the mechanical brake.

 <Desc / Clms Page number 32>

 the first braking position, the emergency device 210 has established the link between the contacts 230,

   230 'When the mechanic wants to continue driving, he acts in the known manner on the control button 235 or 235' of the controller system, which has the effect of immediately bringing the main controller from the braking position to the on position, - here the device 233 establishes the connection between the contacts 234, 234'-, while, on the other hand, the coil 236 of the brake relay. is connected at the same time to the earth via the s contacts 230, 230 'currently connected.

   The auxiliary relay comes into action and puts the two magnets in series 211 and 223 under tension against the earth The two magnets act simultaneously so that the magnet 211 brings back the cylinder of the controller, overcoming the action of the spring 201, so to speak instantaneously at zero while at the same time the magnet 223 pulls the brake rod system 218 to the left in the drawing, until the clutch pawl 215 'is due to press against it. the pawl 217, can receive the traction of the spring 220.



   The brake relay 227 switches off automatically when:
1) the brake controller cylinder has returned to zero, and therefore part 210 breaks the connection between 230 and 230 ', and
2) when, moreover, the mechanical brake is disengaged, since this interrupts the connection between 225 and 225 '. through extreme contact, only when it is in its extreme position.



     The conductors of relay 227 to earth on the one hand by 230 230 'by 225, 225' on the other hand, are

 <Desc / Clms Page number 33>

 mounted in parallel
In its other parts, the assembly diagram corresponds to that of fig. 1.



     The invention also comprises the improvement which will now be described.



   The arrangement which has been described so far gave the exclusive option of letting the braking controller switch on in any position and, from any position, by acting on the power switch, of bringing back the brake on the one hand. brake controller at zero but, on the other hand to initiate at the same time the movement to activate the travel cylinder
This device is not sufficient in all cases because, for example, when a train successively climbs ramps of different inclinations, it should be possible, for example, to suspend the braking alone, or to allow the car to run. or to allow the brake controller to engage a little less than previously.

   In such a case, it is sometimes not desirable for the speed controller to switch on the motors at the same time, even if it would be for a short time. To meet this need, another Installation is planned. which will be described in detail later with the aid of an assembly diagram, and which gives the possibility of controlling both a car and a train composed of several units, at any desired speed, for example for the service maneuvers
On the assembly diagram of fig. 17 has been shown in broad outline a new braking device for a tramway intended to run in two directions and which consequently must have two mechanic's posts.

   All the main conductors have been omitted and only the mounting of the

 <Desc / Clms Page number 34>

 auxiliary conductors has been represented,
T designates the right-hand mechanic's station on which the speed controller and the gear reverser F are mounted T 'designates the left-hand mechanic's post on which the gear reverser F' is mounted, as well as brake controller E For simplicity, a brake control pedal has been shown on station T 'only * It is obvious that a similar one is provided on the mechanic's station T The main controller D is indicated in the middle of the drawing,
From all other points of view, the installation generally corresponds to that of the variant which has just been described.

   



   301, 3011 denote the device for switching on the control 302, 302 'are the levers for the service of the maneuvers or for stopping
Fig. 18 shows an advantageous embodiment of the combination of the switch 301 with the button 302, as well as the mechanical control for actuating the brake.



   Assuming that the car is running and that the mechanic by acting on the pedal has produced the clutch of the brake cylinder to any desired position.



  If the mechanic at station T now wants to let the car run, he lowers the switch lever 301 by a sufficient amount so that it meets the contact 303 which produces a connection of the overhead line 304, - by the driver 305, the bypass 306, the conductor 307 the lever 301, the contact 303, the conductor 308, the bypass point 309, the brake relay 310, the contact piece 311 of the brake cylinder, the conductor 312 -. to earth, The brake relay then comes into play and closes with

 <Desc / Clms Page number 35>

   armature 319 the following circuit:

     
Overhead line 304 conductor 305 contact 320, contacts 321, 322, magnets 323, 323 'earth. The relay therefore actuates magnets 323 and 323' which release the spring brake and return the brake cylinder to zero. At the same time, the relay with its armature 319 has established the connection between the contacts 320 and 321, so that it feeds itself backwards by the driver 324 towards the bypass point 325 (adherent clutch). consé ..

   only momentary contact of switch 301 with switch 303 is sufficient to release the spring brake and ensure that the brake cylinder returns to zero. The brake relay only switches itself on the third circuit when the part is contact 311 being at zero, the return of the brake cylinder and the disengagement of the spring brake have been carried out (see S).

   On the conductor 308 is connected at 341, in the known manner, a conductor 342 which, when setting 1 reversing switch F on "forward" energizes the conductor N, This transmits the voltage to the cars at the - subsequent tomotors, so that when the mechanic wants to release the brake or return the brake cylinder to G, this operation is carried out in all motor vehicles simultaneously.



   To do this, the reversing switch on each front platform must be set before the start of the journey. In the event that the train reverses for a short distance, it suffices to put the forward reverser of the first self-propelled car to the "reverse" position. Its motors then operate on their own, since the reverser stops. at the place "reverse gear" the motor current to the cars which

 <Desc / Clms Page number 36>

 If the gear change is to be effected by the entire train, all individual car reversers will have to be reversed, as is customary today.

   If this change of gear was inadvertently omitted for a train car. this one will not work with the others
When the mechanic wants to continue walking, he engages the switch 301 more fully, so that it comes into contact not only with the contact 303, but also with the contact 326, which causes the switching on. works in the well-known manner, the rate controller remaining immobile when the series position is completely reached When it is desired that the rate controller come to its extreme position, the controller must be switched on further , so as to leave only a link between 301 and contact 326. In the rotating controller of fig. 16, this represents a deep clutch,

   in the switch lever in fig. 17, a prolonged engagement
When, for some reason, for example for the shunting service, the whole car or train has to go slowly, the mechanic at station T lowers button 302. As a result, the overhead line voltage is transmitted through conductor 305, tap point 306, lead 307, tap point 327, and contact 328, to contacts 329 and 330. The contact 329 transmits the voltage in the known way to the SS relay which lets the running controller operate. At the same time the voltage is also transmitted from the contact 328 to the contact 330 and from there, through the conductor 331 to the actuated SP snap-lock. electro-magnetically,

     which keeps the march controller in its first position and opposes a new bet]

 <Desc / Clms Page number 37>

 This is the same latching which, when contact 33? is placed under the fingers 333 and 334, causes the stopping of the clutch movement of the travel controller when the series position has been completely reached. Simultaneously with the lowering movement of the button
302 of the maneuvering service, the driver 335 who otherwise activates the relay SS is interrupted at point 336, that is to say that the voltage is not transmitted to the continuous conductor M and consequently not to the cars which follow either.

   Pressing the maneuvering service button therefore sets in motion only the vehicle's speed controller or the mechanic is in motion and only up to the first position,
For various purposes for the shunting service, for example, the first control position will not be sufficient to produce the starting of the whole train. On the other hand, in the case of heavy traffic it may be desirable to choose a gear between 0 and the standard position or between the full standard position and the full parallel position. In this case, the driver engages lever 301 as usual and as soon as the desired speed is reached ( regardless of the position of the travel controller),

   it lowers the maneuvering and restraint service button 302. This immediately drops the pawl SP in the manner indicated above, which retains the motion controller of the first motor car in the position qu 'it has just reached. By interrupting driver 335 in 326. the controllers of the following self-propelled cars disengage immediately and come to 0 It is therefore possible to reach any desired speed and to keep it

 <Desc / Clms Page number 38>

 
Screw viadu the first embodiment, as well as the first variant, in this second variant,

   the motion controller is locked with the brake controller as the first can only engage when the second has returned to zero which / produces almost instantaneously by the action of the strong magnet 323 This operation occurs the fact that the conductor 338 passes over a contact 339 of the brake cylinder which interrupts the latter in any position other than the zerb position,
The purpose of the switch 337 of the driver 335 is, when the driving controller of a following car is disabled, to be able to switch off the latter alone, the continuous actuation of the handbrake is also made possible by the.

   pressurized oil line G and its release when the voltage decreases in the conductor N
In the auxiliary contact of the reversing switches F and F ', two contacts 340 340' are arranged which, in reverse gear, where as we know the motors of the driver's car work alone, also make it possible to actuate and reset. release all brakes on the various self-propelled cars in the train.



   Fig. 18 shows a switch lever which serves at the same time for the electrical control of the travel control and the mechanical control of the brake controller.



  In this drawing we have assumed that the direction of travel is to the right. The mechanic would therefore be on the left, behind the brake lever, his face turned to the right; normally, the SH lever is at zero. When the mechanic wants to engage the speed controller in the series position and further to the parallel position, he

 <Desc / Clms Page number 39>

 To do this, moves the lever SH to the right in the drawing, ie forwards and brings it either to position N (coupling in series) or to position M (coupling in parallel). As soon as he leaves the lever, it is automatically returned to the zero position by a spring which has not been shown.
When the mechanic wants to brake, he pulls the SH lever to the left in the drawing, to the rear in the car,

   that is to say to him, in this case, the lever after avir exceeded the position Bl which will be spoken more formed on him at a right angle on the distance, presses by an extension / V of the KO piston and drives it towards the bottom . The brake controller is engaged in the known manner by the delivery of the liquid. * It remains engaged as long as the mechanic maintains the lever in any one of the braking positions A further backward movement of the lever and as a result a new clutch brake controller, while when the lever is released, the brake cylinder remains in the position it was in. Only when the mechanic returns the lever by hand to position Bl or 1.

   zero position, or when it abandons it and the lever is returned, by a spring not shown to the zero position, that the brake disengages occurs and this because the lever, - that this or even for a short time - closes the contact in position BL
The lever carries, at its upper end, a maneuvering and restraint service button KN. When this is lowered to the zero position it opens the contacts at I and closes them at II, so that the travel controller of the first car can come as described above up to the first position, If at the con-

 <Desc / Clms Page number 40>

 to milk, the KN button is lowered to a running position, the drive controller of the self-propelled driver remains in the position to which it was brought,

   while the motion controller of the following self-propelled cars is immediately disabled. The details of the order have already been described,
The improvement which will now be described stems from the need to provide a device which allows the mechanic, not as has been done so far, to control the sandbox only in the car he occupies) but as much as possible simultaneously in all the self-propelled cars that make up this train, this need is not felt at start-up where it suffices to sand for the first car as has been done so far.



  On the other hand, when braking, for safety reasons, it is absolutely necessary that, if necessary, the sand pits of all the self-propelled cars of a train come into action simultaneously.
FIG. 19 represents, by way of example, an embodiment of this third improvement.



   411 'designates the pedal which allows simultaneous actuation in the known manner by means of a compressed fluid, in all the self-propelled cars of the train of brake controllers, under the action of the springs 412.- 1 to 10 indicate the possible positions that the pedal can take to correspond to positions 1 to 10 of the brake controller E (shown in the drawing) and to positions 1 to 10 of the stepped ratchet wheel SR .- 413, 414 denote two contact fingers mounted in the brake controller, so that they can be short-circuited by part 415 when the cylinder

 <Desc / Clms Page number 41>

 of the controller has arrived in the 10th position, K, K 'denote two buttons operated by foot or by hand,

   placed at the posts of the mechanic T T '
416 designates an electromagnetic impact switch; 417 a resistor inserted in front in the circuit; 418, 419, 420. , 421 designate the four magnetic coils for the jerk and sliding closures of the four sand pits, These closures 422 are each provided on one side with an electromagnet core 424 and, on the other side, with a spring 425 426, 426 'designate linings placed on reversers F or F', These linings have a length which corresponds to positions S, V, V ', V "and are earthed
427 '., 427 denote the corresponding contact fingers. While the pedal 411' can be brought in the known manner, without difficulty, up to,

   the ninth position, to pass to the tenth position, the mechanic will have to make a great expenditure of force because of the presence of the antagonist spring 428 '
The mode of operation of this third improvement is as follows:
When braking, the mechanic can, by lowering the pedal in the usual way, bring the brake controller to any desired position 0 Position "8" is the second to last. -, in position "9" all the resistors are short-circuited and, consequently, the same applies to the motor circuit; in addition the spring brake 429 is released.



   It is only in this case that the need for immediate sandblasting can occur. If this happens, the mechanic pushes the lever to the tenth position.

 <Desc / Clms Page number 42>

 It follows that the contact 415 arranged on the brake controller cylinder short-circuits the fingers 413,414. the following circuit is then closed:

   Current from the overhead line passes through conductors 431, 432, resistor 417, impact switch 416, conductor 433 into finger 414, through contact 415, into finger 413. in the conductor 434 and, assuming that the reverser F 'operates, in the coils 418 and 419 of the two runners 423 indicated on the left,. in the finger 427' the terminal 426 'of the reverser F' and the earth. The magnets 418 and 419 therefore attract their core 424, then open the slide 422 combined with the jerk and slide closing thus allowing the sand to fall from the hopper 423 and,

  -1 "switch - percussion switch 416 ensuring a regular pulse of the current and under the alternating effect between the magnet coils 418,419 and the return spring - to be thrown by jerks on the wheels. Likewise, the magnetic coils 420 and 421 of the sandboxes placed at the other end of the car come into action when the reverse gear? occupies one of the positions S, V, V ', V "and that the pedal 411 (not shown is actuated), since the parts which produce the closing of the circuit at the desired moment are mounted on the cylinder of the reverser only the saolière corresponding to the direction of travel can come into play at the desired time without requiring any special switching on,

   
As it is necessary to prevent sand from being thrown at each braking operation when the need is not particularly felt, on the brake pedal 411 'is mounted a spring 428' (a spring 428 being likewise mounted on the pedal not shown of the mechanic's station T) which allows the old one to engage the brake controller until

 <Desc / Clms Page number 43>

 on the last braking position and also let the brake fall on it, but allows him to exert a greater force, when he wants to sand, that is to say to pass from the ninth to the tenth position Any unnecessary sand expenditure is thus avoided.



   The driver must also be able to sand a little in other circumstances, for example at standstill. In this case, contact buttons K and K 'are provided parallel to the fingers 413, 414 each of the mechanic's stations T and T' The lowering of the contact K 'for example, immediately puts the magnets 418 and 419 of the sand pits in action since the mechanic who controls the car from the station T 'must have naturally brought the reversing switch F' to one of the positions SVV'V. "mentioned above.



    CLAIMS
1.- Automatic controller for electrically controlled vehicles for single car or group of cars, characterized in that the speed controller, with transmission relay, is controlled by a motor unit.



  (counterweight or spring of a clockwork mechanism).



   Automatic controller of the kind claimed in paragraph 1, characterized pu.! ' the fact that the speed controller is connected to the motor device by an arore,
3, - Automatic controller of the type claimed in paragraphs 1 and 2, characterized in that the motor device is an element of the clockwork movement.

** ATTENTION ** end of DESC field can contain start of CLMS **.


    

Claims (1)

4.- Automatic controller, of the type claimed in paragraphs 1 to 3, characterized by the fact that the intervals between the tearing notches of the speed controller <Desc / Clms Page number 44> have different values, 5.- Automatic controller of the type claimed in paragraphs 1 to 4 characterized by the fact that the armature of the switch relay is actuated mechanically by the rotational movement of the cylinder of the speed controller between two notches, 6.- Automatic controller of the type claimed in paragraphs 1 to 5, characterized by the fact that the clutch of the travel controller can only be disengaged by the fall of the armature of the switch relay. 7.- Automatic controller of the kind claimed in paragraphs 1 to 6, characterized in that the interruption and re-establishment of the rotational movement of the travel controller are carried out mechanically in a manner corresponding to too high or too much current force. reduced motors, via a wheel and a cam disc t, ie without actuating the electrical contacts. 8.- Automatic controller of the kind claimed in paragraphs 1 to 7, characterized in that as soon as the current stops flowing through the running controller, the latter continues to be brought by the motor device, passing through the position "full" at the zero position. 9.- Automatic controller of the type claimed in paragraphs 1 to 8, characterized by the fact that when the current ceases to flow into the speed controller, the cam disc is brought out of the path of the ratchet wheel, so that the cylinder of the motion controller, as soon as the current no longer passes through it, is actuated by the mechanical motor device, at a greater angular speed than before. <Desc / Clms Page number 45> 10, - Automatic controller of the kind claimed in paragraphs 1 to 9, characterized by the fact that the mechanically actuated pawl stops the movement of the clutch cylinder when the series position is reached It, - Automatic controller of the kind claimed in paragraphs 1 to 10, characterized by the fact that the clutch pin opposes the switching on of the travel controller as long as the main controller is on and released the coil armature, the lever and, consequently, the cam disc. 12.- Automatic controller of the type claimed in paragraphs 1 to 11, characterized by the fact that the connection between the driving device and the cylinder of the speed controller can be released only when this driving device is locked by a snap 13, - Atomic controller of the type claimed in paragraphs 1 to 12, characterized in that the driving device, when it is relaxed by stop clutches, yields only a specific part of its driving force. 14, - Automatic controller of the kind claimed in pars, graphs 1 to 13 characterized in that when the driving device is disabled, the cylinder of the speed controller can only be controlled by hand and that its movement can then only be adjusted by a clutch pawl, by operating the lever when the main controller has been put in place. 15, .. Automatic controller of the kind claimed in paragraphs 1 to 14, characterized by the fact that the auxiliary snap-lock, due to the sawtooth shape of its teeth, only allows the rotation of the cylinder of the rate controller. in the clutch direction only, so that when disengaging the main controller must be <Desc / Clms Page number 46> edge disengaged by hand, before the speed controller can be brought to the zero position, 16, - An automatic controller of the kind claimed in paragraphs 1 to 15, characterized by the fact that in order to avoid the formation of sparks in the ground controller the motors can be switched on and off only by the main relay connected to the main controller. 17. Automatic controller of the kind claimed in paragraphs 1 to 16, characterized by the fact that the supply of the current, as well as the connections between the armatures and the magnetic windings of the motors and the conductors are switched on on the bypass notches 18, - Automatic controller of the kind claimed in paragraphs 1 to 17 characterized by the fact that the main controller has only two active positions (Fa-Br) 19.- Automatic controller of the kind claimed in paragraphs 1 to 18, characterized by the fact that the cylinder of the speed controller as long as it is kept under tension, maintains the main controller in circuit by means of a stick contact. 20.- Automatic controller of the kind claimed in paragraphs 1 to 19, characterized in that the braking member is mounted on a special cylinder controlled for example by a pressurized oil line, 21, - Automatic controller with multiple hydraulic control, of the kind claimed in paragraphs 1 to 20 characterized by a single hydraulic control line, 220- Automatic controller with hydraulic multiple control, of the kind claimed in paragraphs 1 to 21, characterized in that the control pressure in the <Desc / Clms Page number 47> couplings of two units (cars) is transmitted by fixed parts (pistons 145, 146), so that the liquid columns of two units never meet 23. Hydraulic multiple control automatic controller of the kind claimed in paragraphs 1 to 22, ca-. characterized by the fact that its rest position is the median position of the organs, pistons, etc., which transmit pressure to it. 24.- Automatic controller with multiple hydraulic control of the kind claimed in paragraphs 1 to 23 Or.- characterized by the fact that the parts which it controls, a balance wheel for example, move at a uniform speed and in the same direction, in all units regardless of the direction in which the oil charges from the various sections of the control line are discharged. 25.- Automatic controller of the type claimed in paragraphs 1 to 24, characterized in that the equipment of each unit comprises a device and coupling elements. 26.- Automatic controller with multiple hydraulic control, of the type claimed in paragraphs l to 5, characterized by the leakage that in the aforesaid apparatus the section of motor arore actuates the section of tree driven directly, c ' ie without intermediate hydraulic unit., 37.- Hydraulic multiple control automatic controller, of the type claimed in paragraphs 1 to 26, characterized by the fact that the return of the pistons in the aforesaid apparatus is. effected by a return spring which actuates the controlled organ; the shaft drives for example 28.- Automatic controller of the kind claimed in paragraphs 1 to 27, characterized by the fact that the pis- <Desc / Clms Page number 48> tones of the device in the mean resting position and in the immediate vicinity thereof establish communication between the liquid in the pipes and the liquid in the casing (automatic compensation when the fluid is lost or expanded under pressure ) . 29.- Automatic controller of the kind claimed in paragraphs 1 to 28, characterized by the fact that by the interposition of special pipes and pistons the motor shaft section can also be controlled from one or more distant points. 30.- Hydraulic multiple-control automatic controller of the kind claimed in paragraphs 1 to 29, characterized in that the active pistons of the coupling elements are returned to the zero position by two opposing springs which do not act directly one on top of the other (piston-sleeve system). 31.- Automatic controller of the type claimed in paragraphs 1 to 30, characterized by the fact that the main controller, in position Br independently of the momentary position of the speed controller, establishes all the necessary connections for braking, so that the brake element operates before the speed controller has reached zero 32.- Automatic controller of the type claimed in paragraphs 1 to 31, characterized by the fact that a single closed circuit, for example by a pressure button, is sufficient to activate the travel controller 33. - Automatic controller of the kind claimed in paragraphs 1 to 32, characterized in that, with a view to the simultaneous actuation of several automatic cars provided with this control, use is made of a <Desc / Clms Page number 49> Single continuous electric pick to control all self-propelled cars at two different speeds, from the same mechanic's station, to correspond to the in-circuit and parallel switching of motors or motor groups. 34.- Automatic controller, of the type claimed in paragraphs 1 to 33, characterized in that the continuous line with pressurized oil is used for the simultaneous control of the braking elements of a train. 35. "Automatic controller of the type claimed in paragraphs 1 to 34, characterized in that the single pressurized oil line includes operating devices at each mechanic's station, if necessary also in other places accessible to passengers, so that they can also be set up as a continuous emergency brake. 36.- Automatic controller of the type claimed in paragraphs 1 to 35, characterized by the fact that the gear reverser of the tank mechanic's station of each motor car distributes the motor current to the conductors of the same value, for example by using the reverser by means of contact parts 37, - Automatic controller of the kind claimed in paragraphs 1 to 36, characterized in that the arrangement of the pipe remains the same, in the case of group operation, that the motor current is either distributed or received by the coupling elements of the pipes 38.- Automatic controller of the kind claimed in paragraphs 1 to 37, characterized by the fact that a determined position of the reverser allows the first self-propelled car being put out of action, to com- position <Desc / Clms Page number 50> command the self-propelled cars following it from the front platform of the inactive car 39.- Automatic controller of the kind claimed in paragraphs 1 to 38, characterized in that the gear reverser is so constructed that, in the reverse or forward position, the first self-propelled car alone. with only one group of motors is switched on, for example by a contact part of the gear reverser. 40.- Automatic controller of the kind claimed in paragraphs 1 to 39, characterized by the fact that it can be operated from any point of the train, consequently also from the platform of a trailer car by closing it. an auxiliary circuit via the continuous conduits. 4-the- Automatic controller of the kind claimed in paragraphs 1 to 40, characterized by the fact that each motor vehicle takes directly by its individual socket the current which is necessary for it. 42.0- Automatic controller of the kind claimed in paragraphs 1 to 41, characterized in that the brake cylinder is switched off by an electromagnetic device with simultaneous energization of the spring which controls the switching on, for example by lowering one of the 3 pressure buttons that control the start 43.- Automatic controller of the type claimed in paragraphs 1 to 42, characterized in that the remote control of one or more brake cylinders is produced by a pressurized oil system via a servo -engine 44.- Automatic controller of the type claimed <Desc / Clms Page number 51> in paragraphs 1 to 43, characterized by the fact that the pressurized oil apparatus, control for example by a pedal, acts on a clutch pawl which by overcoming the action of the spring, of the spiral cam-disc and consequently of the brake cylinder, allows an immediate advance of value corresponding to the volume of oil delivered , under the action of the spring which controls the clutch. stopping the cylinder between two clutch notches being at the same time made impossible. 45.- Automatic controller of the type claimed in paragraphs 1 to 44, characterized in that the brake controller cylinder, in one of its last positions, automatically releases a mechanical brake pu.! ' via a cam disc, the button and the clutch oliq uet. 46. = automatic controller of the kind claimed in paragraphs 1 to 45, characterized by the fact that by actuating the pressure button, the mechanical brake is kept disengaged electromagnetically by the coil and, mechanically. by the clutch pawls, the brake release system being cut off automatically when this state is established, by means of the contacts. 47.- Automatic controller of the type claimed in paragraphs 1 to 46, characterized by the fact that a single lever is used for walking, braking, disengaging the brake and servicing this lever, when braking, as well as position on the contact are made, control, via the brake relay, the magnets which release the re-spring brake and reset <Desc / Clms Page number 52> slow the brake cylinder to the zero position, without a movement of the speed controller being initiated at the same time, either in the lead drive car or in the other units forming the train 48.- Automatic gender controller claimed in paragraphs 1 to 47, characterized by the maneuvering service control button which, when the driving car controller has been lowered to a determined position, the first for example, produces the clutch but does not activate the following motor car, and this is because that the supply of current to the following motor cars is interrupted, while in the first motor car the latching produces the switching on and the restraint, on the first position t of the travel controller which had been activated by switching on the voltage contact. 49, - Automatic controller of the kind claimed in paragraphs 1 to 48, characterized by the fact that when the button which controls the service of the maneuvers is lowered. Regardless of the running position of the drive controller, this driver car controller is retained in the position it is in via the electromagnetic snap-lock while the drive controllers of other self-propelled cars are switched off and are brought to the zero position and it follows that the supply of current to the following motor cars is interrupted by the controllers also provided with pressure buttons while in the first conductive car the ratchet device is energized and retains the rate controller. 50.- Automatic controller of the kind claimed in <Desc / Clms Page number 53> paragraphs 1 to 49, characterized by the fact that releasing the shunting service button intercepts the input of the current and consequently releases the ratchet, so that the controller of the mechanic's car can continue to produce the clutch in the known manner, while at the same time the interrupted circuit is closed again and consequently the continuous drive receives current and the motion controller of the following cars is activated. 51. Automatic controller of the kind claimed in paragraphs 1 to 50, characterized in that to control the release of the brake or the return of the brake cylinder to the zero position a simple current pulse is sufficient with the help of the lever of clutch ; the control relay, remaining in the on position until the movements it provoked are complete. 52.- Automatic controller of the kind claimed in paragraphs 1 to 51, characterized by the arrangement of an electrically controlled sandpit which is activated in a position which follows the last normal braking position, which, if necessary, causes in at the same time the handbrake is activated 53.- Automatic controller of the type claimed in paragraphs 1 to 52, characterized by the fact that only the runner which, in the direction of travel is in front of the front wheels, can be actuated by a contact part only at the beyond the position S, V, V'V '. 54.- Automatic controller of the kind claimed in paragraphs 1 to 53, characterized by the fact that the <Desc / Clms Page number 54> clutching to the last notch is only possible after having overcome the antagonistic action of a spring. 55.- Automatic controller of the kind claimed in paragraphs 1 to 54, characterized by the fact that the shutters of the plates are jerk and slide and are controlled by means of a percussion switch by the intermittent action of springs booster and magnetic coils 56.- Automatic controller of the type claimed in paragraphs 1 to 55, characterized in that each mechanic's station is provided with a special control device, pedal, maneuver button or the equivalent which enables the mechanic at all times operate the sandbox before your own car